JP6229523B2 - Own vehicle traveling position specifying device and own vehicle traveling position specifying program - Google Patents

Description

  The present invention relates to a host vehicle travel position specifying device and a host vehicle travel position specifying program for specifying a host vehicle travel position on a map.

  2. Description of the Related Art Conventionally, a host vehicle travel position specifying device that specifies a host vehicle travel position on a map has been provided. For example, in Patent Document 1, when traveling on a road having a branch road that branches off from the main road of an expressway, the angle difference between the traveling direction of the vehicle and the direction indicating the alignment of the road is determined, and the vehicle traveling position is determined. Discloses a technique for identifying whether the vehicle is on the main line or on a branch road.

JP 2013-156034 A

  In the technique disclosed in Patent Document 1, the minimum reference for the angle difference between the main line and the branch path is 15 degrees. That is, if it is determined that the angle difference between the traveling direction of the vehicle and the direction indicating the road alignment is less than 15 degrees, it is determined that the vehicle traveling position is on the main line, and the vehicle continues to travel on the main line. Identify. On the other hand, if it is determined that the angle difference between the traveling direction of the vehicle and the direction indicating the road alignment is 15 degrees or more, it is determined that the vehicle traveling position is on the branch road, and the vehicle has entered the branch road from the main line. Identify.

  However, in reality, there are some places where the angle difference between the main line and the branch road is less than 15 degrees. Therefore, in the main line where a plurality of lanes are maintained, if the angle difference between the traveling direction of the vehicle and the direction indicating the road alignment is less than 15 degrees, it is a lane change on the main line or a branch road from the main line. There is a possibility that it cannot be accurately determined whether or not it is a branch. In order to deal with such problems, for example, there is a method of providing equipment for acquiring information outside the vehicle such as a photographing device for photographing the front of the vehicle, analyzing the acquired information outside the vehicle, and specifying the traveling position of the vehicle. is assumed. However, this requires equipment for acquiring information outside the vehicle, which causes a new problem that the configuration becomes complicated and the cost becomes high.

  The present invention has been made in view of the above-described circumstances, and the object thereof is to accurately identify the vehicle traveling position on the map without requiring equipment for acquiring information outside the vehicle. An object of the present invention is to provide a host vehicle travel position specifying device and a host vehicle travel position specifying program.

  According to the first aspect of the present invention, when the current position of the vehicle is calculated by position calculation, the map matching means maps the current position of the vehicle on the road and specifies a reference locus for map matching. . The first range specifying means specifies a prediction error range of the estimated absolute position including the estimated absolute locus. The second range specifying means is based on the condition that the distance at which the map matching means continues to map match the current position of the vehicle on the road is a predetermined distance or more, and the prediction error of the reference trajectory for map matching and the estimated absolute position A prediction error range of the reference position for map matching is specified based on the relationship with the range. The correction unit corrects the reference locus of map matching according to the prediction error range of the reference position of map matching. The travel position specifying means specifies the travel position of the vehicle based on the reference locus of map matching after correction by the correction means.

  That is, it is specified in which direction (left-right direction) of the vehicle traveling direction the map matching reference locus is deviated from the estimated absolute locus, and the prediction error range of the map matching reference position is specified. Then, the map matching reference trajectory is corrected according to the prediction error range of the map matching reference position, and the travel position of the vehicle is specified based on the corrected map matching reference trajectory. In this way, the direction in which the map matching reference trajectory is deviated from the estimated absolute trajectory is specified, and the map matching reference trajectory is corrected to the specified direction, thereby accurately specifying the traveling position of the vehicle. Can do. At this time, for example, a facility for acquiring information outside the vehicle, such as an imaging device that captures the front of the vehicle, is not required, and the vehicle traveling position on the map can be accurately identified.

Functional block diagram showing an embodiment of the present invention Flow chart (Part 1) Flow chart (Part 2) Flow chart (part 3) Flow chart (Part 4) The figure which shows the prediction error range of a presumed absolute position (the 1) The figure which shows the prediction error range of the reference position of map matching (the 1) A diagram showing a prediction error range of the estimated absolute position (part 2) A diagram showing the prediction error range of the map matching reference position (Part 2) The figure which shows the prediction error range of a presumed absolute position (the 3) A diagram showing the prediction error range of the reference position for map matching (Part 3) The figure which shows the standard locus of map matching before amendment and after amendment A diagram showing the transition of the reference trajectory for map matching (Part 1) A diagram showing the transition of the reference trajectory for map matching (Part 2) A diagram showing the transition of the reference trajectory for map matching (Part 3)

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The own vehicle travel position specifying device 1 is mounted on a vehicle (automobile). The own vehicle travel position specifying device 1 includes a GNSS (Global Navigation Satellite System) positioning unit 2, a control unit 3 (control means), and a map data storage unit 4. The GNSS positioning unit 2 extracts various parameters from a GPS signal received by a GNSS antenna 5 from a GPS (Global Positioning System) satellite, calculates latitude / longitude information, and outputs the calculated latitude / longitude information to the control unit 3. To do.

  The control unit 3 is mainly composed of a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory) and the like. The control unit 3 controls the overall operation of the host vehicle travel position specifying device 1 by the CPU executing a control program (including the host vehicle travel position specifying program) stored in the ROM. The control unit 3 includes a position calculating unit 6 (position calculating unit), a map matching unit 7 (map matching unit), a first range specifying unit 8 (first range specifying unit), according to the function to be executed. A second range specifying unit 9 (second range specifying unit), a correcting unit 10 (correcting unit), a travel position specifying unit 11 (traveling position specifying unit), and an overlap determining unit 12 (overlap determining unit). , A traveling road specifying unit 13 (traveling road specifying means) and a display control unit 14.

  The gyro sensor 15 detects the direction of the vehicle and outputs a detection signal indicating the detected direction of the vehicle to the control unit 3. The vehicle speed pulse output unit 16 outputs a vehicle speed pulse signal indicating the vehicle speed pulse to the control unit 3. The position calculation unit 6 calculates the current position, speed, and direction of the vehicle based on the latitude / longitude information input from the GNSS positioning unit 2, the detection signal input from the gyro sensor 15, and the vehicle speed pulse signal input from the vehicle speed pulse output unit 16. calculate. The position calculation unit 6 may use a G sensor that detects the acceleration given to the vehicle, and may calculate the current position, speed, and direction of the vehicle using the acceleration detected by the G sensor.

  The map matching unit 7 reads the map data from the map data storage unit 4, maps the current position of the vehicle calculated by the position calculation unit 6 on the road of the map data, and specifies a map matching reference trajectory. The map data read from the map data storage unit 4 includes various types of information such as road types (types such as highways and general roads), the number of road lanes, and intersections.

  The first range specifying unit 8 is based on the latitude / longitude information input from the GNSS positioning unit 2, the detection signal input from the gyro sensor 15, and the vehicle speed pulse signal input from the vehicle speed pulse output unit 16. Is an unrelated absolute trajectory). In this case, if the accuracy of the map matching in the map matching unit 7 is relatively high, the difference between the map matching reference locus and the estimated absolute locus is relatively small. On the other hand, if the map matching accuracy in the map matching unit 7 is relatively low, the difference between the reference locus for map matching and the estimated absolute locus is relatively large. Further, the first range specifying unit 8 specifies a prediction error range of the estimated absolute position including the specified estimated absolute locus. The prediction error range of the estimated absolute position is a circle centered at the head of the estimated absolute locus and having the first set distance as a radius.

  The second range specifying unit 9 performs map matching based on the relationship between the reference locus of map matching specified by the map matching unit 7 and the prediction error range of the estimated absolute position specified by the first range specifying unit 8. The prediction error range of the reference position is specified. The prediction error range of the map matching reference position is a circle centered at the top of the map matching reference trajectory and having a second set distance shorter than the first set distance. That is, the prediction error range of the map matching reference position is a range narrower than the prediction error range of the estimated absolute position described above. In this case, the second range specifying unit 9 determines the second set distance depending on the width of the road where the current position of the vehicle is map-matched. That is, for example, if the road on which the current position of the vehicle is map-matched is a road with four lanes on one side, the second range specifying unit 9 sets the prediction error range of the map matching reference position so that it overlaps the two lanes. 2 set distance is determined.

  The correction unit 10 corrects the map matching reference locus specified by the map matching unit 7 in accordance with the prediction error range of the map matching reference position specified by the second range specifying unit 9. That is, for example, the correction unit 10 is configured such that the road where the current position of the vehicle is map-matched is a four-lane road on one side, and the prediction error range of the map matching reference position overlaps the two lanes on the right side of the traveling direction of the vehicle. If so, the map matching reference trajectory is corrected so as to pass through the center of the two lanes. The travel position specifying unit 11 specifies the travel position of the vehicle based on the reference locus of map matching corrected by the correction unit 10.

  The overlap determination unit 12 determines whether or not there is only one road that overlaps the prediction error range of the reference position including the reference locus of the map matching corrected by the correction unit 10. When the overlap determination unit 12 determines that the traveling road specifying unit 13 is the only road that overlaps the prediction error range of the reference position including the corrected reference path for map matching, the driving road specifying unit 13 specifies the only road as the driving road. To do. The display control unit 14 controls the display device 17 to display a current position mark indicating the current position of the vehicle, a travel locus, and the like on the map of the map data read from the map data storage unit 4.

  The own vehicle travel position specifying device 1 configured as described above switches between an activated state and a stopped state in conjunction with, for example, an ACC (accessory) switch of the vehicle. That is, when determining that the ACC switch is switched from OFF to ON, the control unit 3 switches the host vehicle travel position specifying device 1 from the stopped state to the activated state, and determines that the ACC switch is switched from ON to OFF. The own vehicle traveling position specifying device 1 is switched from the activated state to the stopped state.

Next, the operation of the above-described configuration will be described with reference to FIGS.
The control unit 3 performs map matching processing, estimated absolute position prediction error range specifying processing, map matching reference trajectory correction processing, and traveling road specifying processing in the activated state of the host vehicle driving position specifying device 1 in connection with the present invention. Each is executed in a predetermined cycle. Hereinafter, each processing will be sequentially described. Here, a case where the vehicle travels on the main road of an expressway will be described.

(1) Map matching process (see Fig. 2)
When the control unit 3 starts the map matching process, based on the latitude / longitude information input from the GNSS positioning unit 2, the detection signal input from the gyro sensor 15, and the vehicle speed pulse signal input from the vehicle speed pulse output unit 16, The position, speed and direction are calculated by the position calculation unit 6 (S1, first procedure). Next, the control unit 3 reads the map data from the map data storage unit 4, and the map matching unit 7 maps the current position of the vehicle on the road of the map data. And the control part 3 specifies the reference | standard locus | trajectory of map matching (S2, 2nd procedure). The map matching process ends.

(2) Prediction absolute position prediction error range specifying process (see FIG. 3)
When the control unit 3 starts the prediction absolute range prediction error range specifying process, the latitude / longitude information input from the GNSS positioning unit 2, the detection signal input from the gyro sensor 15, and the vehicle speed pulse signal input from the vehicle speed pulse output unit 16. Based on the estimated absolute trajectory, the first range specifying unit 8 specifies (S11). Next, the control unit 3 specifies the prediction error range of the estimated absolute position including the specified estimated absolute locus by the first range specifying unit 8 (S12, third procedure), and specifies the prediction error range of the estimated absolute position. The process ends.

(3) Map matching reference trajectory correction processing (see FIG. 4)
When the control unit 3 starts the map matching reference trajectory correction process, the control unit 3 determines the road type of the map data read from the map data storage unit 4 in the above-described (1) map matching process, and the vehicle determines the main road of the expressway. The map matching unit 7 determines whether or not the vehicle is traveling (S21). When the control unit 3 determines that the vehicle is traveling on the main line (S21: YES), the map matching unit 7 determines whether or not the road that is map-matched in the map matching process of (1) described above is unique. (S22).

  When the control unit 3 determines that the road for which the map matching is performed is unique (S22: YES), the map matching is performed to determine whether the distance for which the map matching is continued is a predetermined distance (for example, several hundred meters) or more. The determination is made by the unit 7 (S23). In this case, the control unit 3 may set the predetermined distance as a determination criterion as a fixed value that does not depend on the vehicle speed, or as a variable value that depends on the vehicle speed. In the case where the predetermined distance as the determination reference is a variable value that depends on the vehicle speed, the control unit 3 determines the predetermined distance to be relatively long when the vehicle speed is relatively fast, and the vehicle speed is relatively slow. The predetermined distance may be determined to be relatively short.

  If the control unit 3 determines that the map matching distance is equal to or longer than the predetermined distance (S23: YES), has the lane change occurred before the map matching distance reaches the predetermined distance? Whether or not is determined by the map matching unit 7 (S24).

  When determining that the lane change has not occurred (S24: YES), the control unit 3 determines whether or not the prediction error range of the reference position for map matching has been specified (S25). If the control unit 3 determines that the prediction error range of the map matching reference position has not been specified (S25: NO), the map matching reference is based on the relationship between the map matching reference trajectory and the predicted absolute position prediction error range. A position prediction error range is specified by the second range specifying unit 9 (S26, fourth procedure).

  More specifically, as shown in FIG. 6, the control unit 3 deviates to the right side of the vehicle traveling direction from the reference path of map matching (displaces to the right side from the main line or approaches the right side of the main line. When the estimated absolute trajectory is specified for (position), as shown in FIG. 7, the right two lane range of the four main lanes is specified as the prediction error range of the map matching reference position. Further, as shown in FIG. 8, the control unit 3 estimates a position shifted to the left side of the vehicle traveling direction from the map matching reference locus (a position deviating from the main line to the left side or approaching the left side of the main line). When the absolute trajectory is specified, as shown in FIG. 9, the left two lane range of the four main lanes is specified as the prediction error range of the map matching reference position. In addition, as shown in FIG. 10, the control unit 3 specifies the estimated absolute locus at a position that is shifted to the left or right of the traveling direction of the vehicle from the reference locus of map matching, but close to the center of the main line. In this case, as shown in FIG. 11, the central two-lane range of the four main lanes is specified as the prediction error range of the map matching reference position. That is, the control unit 3 specifies the prediction error range of the map matching reference position in accordance with the width (number of lanes) of the road where the current position of the vehicle is map matched.

  Next, the control unit 3 corrects the map matching reference trajectory by the correction unit 10 in accordance with the prediction error range of the specified map matching reference position (S27, fifth procedure). More specifically, when the control unit 3 specifies the two-lane range on the right side of the four main lanes as the prediction error range of the map matching reference position as shown in FIG. 12, the map matching reference trajectory is corrected so as to pass through the center of the prediction error range of the map matching reference position (shifted to the right in the vehicle traveling direction). The same applies to the case where the control unit 3 specifies the range of two lanes on the left side of the four main lanes as the prediction error range of the reference position for map matching as shown in FIG. Furthermore, the same applies to the case where the control unit 3 specifies the center two-lane range as the prediction error range of the reference position for map matching as shown in FIG.

  Then, the control unit 3 specifies the travel position of the vehicle based on the corrected map matching reference trajectory by the travel position specifying unit 11 (S28, sixth procedure), and ends the map matching reference trajectory correction processing. . The control unit 3 determines that the vehicle is not traveling on the main line (S21: NO), determines that the road that is map-matched is not the only one (S22: NO), or the distance that the map matching continues. If it is determined that is not equal to or greater than the predetermined distance (S23: NO), the map matching reference trajectory correction process is terminated without correcting the map matching reference trajectory. In addition, the control unit 3 determines that a lane change has occurred before the distance where the map matching continues reaches a predetermined distance (S24: NO), and has already specified the prediction error range of the map matching reference position. (S25: YES), the map matching reference trajectory correction process is terminated without correcting the map matching reference trajectory.

(4) Driving road identification process (see FIG. 5)
When starting the traveling road specifying process, the control unit 3 determines whether or not there are a plurality of traveling road candidates (S31). In this case, the control unit 3 determines that the vehicle is branched from the road based on the travel position of the vehicle specified by the reference trajectory correction process of (3) map matching described above and the map data read from the map data storage unit 4. By determining the possibility of traveling in the place, it is determined whether or not there are a plurality of traveling road candidates.

  If the controller 3 determines that there is a relatively high possibility that the vehicle will travel on a branch point of the road and there are a plurality of candidates for the road (S31: YES), the prediction error range of the reference position for map matching It is determined by the overlap determination unit 13 whether or not there is only one road that overlaps (S32, sixth procedure). When the control unit 3 determines that the road that overlaps the prediction error range of the reference position of the map matching is unique (S32: YES), the control unit 3 identifies the road determined to be the only road as the traveling road (S33, No. 1). 7)), the traveling road specifying process is terminated.

  Specifically, as the vehicle travels on the road, the control unit 3 extends the map matching reference trajectory and specifies the prediction error range of the map matching reference trajectory as shown in FIG. to continue. In this case, until the range of “A” in FIG. 14 is specified as the prediction error range of the reference locus for map matching, the control unit 3 has only one road that overlaps the prediction error range (overlaps only the main line). The only road (main line) is identified as the traveling road.

  On the other hand, when the control unit 3 specifies the range “B” in FIG. 14 as the prediction error range of the map matching reference trajectory as the vehicle further travels on the road, the control unit 3 predicts the reference position of the map matching. Since the road that overlaps the error range is not the only one (it overlaps the main line and the branch road), the traveling road is not specified at this point. When the control unit 3 specifies the range of “C” in FIG. 14 as the prediction error range of the reference locus for map matching as the vehicle further travels on the road, the road that overlaps the prediction error range is the only one. Therefore, the only road (branch road) is specified as the traveling road. That is, the control unit 3 specifies that the vehicle has entered the branch road from the main line. When the control unit 3 continues to specify the prediction error range of the map matching reference trajectory as shown in FIG. 15, the road that overlaps the prediction error range continues to be unique (continues only on the main line). Therefore, continue to specify the only road (main line) as the driving road. That is, the control unit 3 specifies that the vehicle continues to travel on the main line.

  When the control unit 3 determines that the possibility that the vehicle travels on a branching point of the road is relatively low and there are not a plurality of driving road candidates (the driving road candidates are unique) (S31: NO), the traveling road specifying process is terminated without specifying the traveling road. If the control unit 3 determines that the road that overlaps the prediction error range of the reference position of the map matching is not the only one (S32: NO), the driving road specifying process is ended without specifying the driving road.

  As described above, according to the present embodiment, in the vehicle traveling position specifying device 1, in which direction (left-right direction) of the traveling direction of the vehicle the map matching reference locus is deviated from the estimated absolute locus. Was specified, and the prediction error range of the reference position of map matching was specified. The map matching reference trajectory is corrected in accordance with the prediction error range of the map matching reference position, and the vehicle travel position is specified based on the corrected map matching reference trajectory. Thus, for example, the traveling position of the vehicle can be specified with high accuracy without requiring equipment for acquiring information outside the vehicle, such as an imaging device that captures the front of the vehicle.

  In addition, if the vehicle changes lanes until the distance where map matching continues reaches the predetermined distance, there is a concern that the accuracy of identifying the vehicle's travel position may be reduced due to the influence, but the vehicle has not changed lanes. As a condition, the prediction error range of the reference position of map matching is specified. Thereby, the fall of the precision which pinpoints the driving | running | working position of the vehicle by having changed the lane of the vehicle can be avoided beforehand.

  In addition, when the road that overlaps the prediction error range of the map matching reference position is unique, the unique road is specified as the traveling road. As a result, it is possible to accurately identify the traveling road of the vehicle after identifying the traveling position of the vehicle and accurately identify whether the vehicle has entered the branch road from the main line or continues to travel on the main line. Can do.

The present invention is not limited to the above-described embodiment, and can be modified or expanded as follows.
The second range specifying unit 9 may specify the prediction error range of the reference position for map matching in any way. In other words, if it is possible to specify the direction to correct the map matching reference trajectory (right side, left side, center side, etc. of the road), the distance unit (eg, the width based on the center line of the road) can be specified without specifying it in lane units. You may specify by the distance of a direction.

  In the drawings, reference numeral 1 denotes an own vehicle travel position specifying device, 3 denotes a control unit (control means), 6 denotes a position calculation unit (position calculation means), 7 denotes a map matching unit (map matching means), and 8 denotes a first range specification. Part (first range specifying means), 9 is a second range specifying part (second range specifying means), 10 is a correcting part (correcting means), 11 is a travel position specifying part (travel position specifying means), 12 Is an overlap determination unit (overlap determination unit), and 13 is a traveling road specifying unit (traveling road specifying unit).

Claims (6)

Position calculation means (6) for calculating the current position of the vehicle;
Map matching means (7) for map-matching the current position of the vehicle on a road of map data and specifying a reference locus for map matching;
First range specifying means (8) for specifying a prediction error range of the estimated absolute position including the estimated absolute locus;
The relationship between the reference path of the map matching and the prediction error range of the estimated absolute position, provided that the distance that the map matching means continues to map match the current position of the vehicle on the road is a predetermined distance or more. Second range specifying means (9) for specifying a prediction error range of the reference position for map matching based on
Correction means (10) for correcting the map matching reference locus in accordance with a prediction error range of the map matching reference position;
A host vehicle travel position specifying device (1) comprising: a travel position specifying means (11) for specifying a travel position of the vehicle based on the reference path of the map matching after the correction by the correcting means. In the own vehicle travel position specifying device according to claim 1,
The second range specifying means is configured such that a distance that the map matching means continues to map match the current position of the vehicle on the road is a predetermined distance or more, and a distance that continues the map matching is a predetermined distance. Specifying the prediction error range of the map matching reference position based on the relationship between the reference path of the map matching and the prediction error range of the estimated absolute position on the condition that the vehicle has not changed lanes before reaching The vehicle traveling position specifying device characterized by the above. In the own vehicle travel position specifying device according to claim 1 or 2,
Overlap determination means (12) for determining whether or not there is only one road that overlaps the prediction error range of the map matching reference position;
And a traveling road specifying means (13) for specifying, as a traveling road, the road determined by the overlap determining means as the only road that overlaps the prediction error range of the map matching reference position. Self-vehicle running position identification device. In the control means (3) having a microcomputer,
A first procedure for calculating the current position of the vehicle;
A second procedure for map-matching the current position of the vehicle calculated by the first procedure on a road and identifying a reference locus for map matching;
A third procedure for specifying a prediction error range of the estimated absolute position including the estimated absolute locus;
The map matching reference trajectory identified by the second procedure and the first trajectory are determined on the condition that the distance at which the current position of the vehicle continues to be map matched on the road by the second procedure is a predetermined distance or more. A fourth procedure for specifying a prediction error range of a reference position for map matching based on a relationship with the prediction error range of the estimated absolute position specified by the procedure of 3,
A fifth procedure for correcting the map matching reference locus specified by the second procedure in accordance with the prediction error range of the map matching reference position specified by the fourth procedure;
A host vehicle travel position specifying program for executing a sixth procedure for specifying a travel position of a vehicle based on the corrected reference path of map matching corrected by the fifth procedure. In the own vehicle travel position specifying program according to claim 4,
In the fourth procedure, the distance in which the current position of the vehicle is continuously map-matched on the road by the second procedure is a predetermined distance or more, and the distance in which the map matching is continued reaches a predetermined distance. On the condition that the vehicle has not changed the lane by the time, the relationship between the reference locus of the map matching specified by the second procedure and the prediction error range of the estimated absolute position specified by the third procedure A vehicle running position specifying program for specifying a prediction error range of a reference position for map matching based on the vehicle. In the own vehicle travel position specifying program according to claim 4 or 5,
A sixth procedure for determining whether or not there is only one road that overlaps the prediction error range of the map matching reference position identified by the fourth procedure;
The host vehicle travel position specifying program for executing the seventh procedure for identifying the road determined by the sixth procedure as a travel road that is the only road that overlaps the prediction error range of the map matching reference position .

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